Cars have never been cheap, but with the ubiquity of computers and electronics, taking a car to the shop is more expensive than ever. Here's why—and how to keep modern-day costs down to a minimum.

Cost of ownership is higher on newer cars, largely because they're more capable, far cleaner and fuel-efficient and far safer. That 1965 Mustang you used to fix for a few bucks doesn't come close to meeting today's government regulations, goes down the road like a tractor compared with a modern car and had few of the electronic doodads we now take for granted. Ultimately, however, we pay for the technology—a 1965 Mustang cost just $2500—both initially and for repairs. Here are some examples of why fixing today's cars is so expensive.

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Onboard Computers

All cars made since the universal introduction of OBD II diagnostics in 1996, and a few made before, have ­fairly sophisticated computers. The electronics manage the fuel-injection system, the ignition (usually replacing the entire distributor), the automatic transmission and much, much more. An example: Late-model Fords have a connection between the alternator and the computer. If the charging voltage is a tad low at idle, the computer will bump up the current in the alternator's field windings—to slightly increase the voltage—and possibly increase the idle speed to help charge the battery. The idle–air controller used to control the idle speed also replaces mechanical chokes. To boot, the throttle blades are actually operated by a stepper motor, not a cable from the throttle pedal, which doubly performs the cruise control.

Why all this fuss instead of an old-fashioned, inexpensive-to-fix carburetor? One word: emissions. A new car emits less than a tenth of a percent of the tailpipe emissions—not counting CO2—of 40-year-old steeds. Thank the computer's constant, tight control of ignition timing and air–fuel ratio. That's the good news. The bad news: To diagnose many computer issues and its dozens of sensors requires a scan tool that is capable of accessing the thousands of manufacturer-specific trouble codes and data streams. A good one can cost $7000. And in a busy dealership or shop, every technician will need one. Once the trouble codes and data stream are an open book the technician needs a reference to interpret them—an Alldata ­professional subscription is $220 a month, Identifix $140. Access to manu­facturer-specific websites for service data costs up to $20 a day. Shops used to be able to get all they needed from one fat Motor manual for $40.

Bodywork

Traditionally, car bodies were built solely with mild steel, whether it was a body-on-frame car or a unit body, with stamped-steel panels spot-welded together. Repairing them was easy—hammer things more or less back to shape, slap on some Bondo and paint. Contemporary crash standards have changed all of that. A lot of car bodies employ high-strength steel to save weight. The panels are pre-crumpled to fold where intended in an accident.

And that means that the body is an integral part of the vehicle's safety system. Just heating bent parts up with the rosebud tip on an acetylene torch and cranking it back with a hydraulic Porta Power won't cut it anymore. Damaged pieces have to be carefully replaced with new factory panels and welded on with MIG or TIG welders. This takes longer and requires a much higher level of skill and training from body-shop technicians. Welding in a radiator-core support on a new luxury car after a front-end crash might take 6 to 8 hours, plus another 6 to 8 to remove and replace all the bolted-on pieces around it, compared with a total of 3 to 4 hours on cars of a generation ago. Then add in the thousands of dollars to replace the airbags, airbag sensors and harness.

HVAC

An automotive a/c technician used to ply his trade with no more than a set of pressure gauges, a vacuum pump and a voltmeter. Then we discovered that R-12 is a major greenhouse gas; technicians were no longer allowed to simply vent R-12. So they needed an R-12 recovery machine, which costs several grand. At the same time, the price of R-12 skyrocketed.

Then R-12 was replaced by even more expensive R-134a that required another expensive recovery device. A simple a/c service used to be less than an hour's labor and included less than five bucks of R-12. Now a similar service on a modern machine takes 2 to 3 hours, and requires nearly a hundred bucks' worth of R-134a. The complexity of HVAC system controls has increased, forcing technicians to buy manufacturer-­specific diagnostic tools.

From the Other Side

We interviewed several technicians from large, busy OEM dealerships, all of whom declined to be named. They universally blamed high repair costs on vehicle complexity and the crowded engine compartments of modern cars.

We then asked Bob Freudenberger, editor-in-chief of Master Technician magazine, former service technician and PM contributor, for his view. "A technician's personal toolbox can cost as much as $100K for a senior technician who's acquired a lot of capability-enhancing special tools."

"A building situated on a good location on a highway can cost the shop owner $2000 a month per bay, maybe $1500 if the location isn't as good. Because most independent repair shop owners are technicians who thought they could do better, the shop is rented, not owned. A four-bay independent shop can realize maybe a half-million gross annually—but out of that there are salaries for the mechanics and parts guys, rent, heat and light, disposal of hazardous waste and trash, marketing and advertising, access to repair data and maybe a little profit. That's what keeps labor rates in the $80 to $120 an hour vicinity, even though the technician is making only a quarter of that."

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"The shop owner is making a profit of 15 to 20 percent, certainly not a lot. Even the dealer, who often charges more per hour, is making a similar return on investment on his usually larger shop, with more bays and more employees and larger investment in parts inventory and special tools."

Keeping Costs Down

How can you minimize huge repair bills?

Keep your car properly maintained.

Replacing a timing belt at the recommended interval may cost a few hundred dollars, but if it snaps, the engine may be destroyed. A fresh set of brake pads is far cheaper than waiting until the backing plates destroy the brake discs, and so on.

Develop a relationship.

Since most independent repair shops charge about the same for an oil change as the quick-lube joints, pick one and use it regularly. Then, when you need a repair, you're a regular and may get a more sympathetic ear. Plus, they'll be happy to point out needed maintenance that might save a bundle over episodic, catastrophic repairs.

Shop around.

Don't be afraid to ask for a second opinion on major items. A second mechanic may have a better, cheaper solution. Maybe. Some shops are more amenable to prioritizing necessary repairs until you can afford them. It's not unusual to find parts for far less at NAPA or over the Internet instead of paying full skid at the dealer.

Go beyond traditional sourcing.

Don't forget that some parts are interchangeable and that you may be able to find that intake valve guide for your Porsche cheaper in the VW parts catalog. Don't forget rebuilt, remanufactured or used parts. You'll certainly have more time than a busy shop owner to hunt down what you need. I just spent over a week, off and on, tracking down an odd air-­conditioning part for my wife's car that at least four parts professionals couldn't source anywhere.

The Price of Progress

Sealed tapered roller bearings are not only structurally stronger, they also don't require periodic greasing or fussy clearance adjustments. And they allow the manufacturer to streamline the production—no mess or adjusting, just slap the cartridge onto the spindle in seconds. Upside for the consumer: They generally last the life of the car.

The compelling reason for high-end key fobs is antitheft. The better fobs use a rolling code with millions of passwords that change with every start. Remote and proximity unlocking are just gravy. Seeing as how it's considered a luxury item, you pay through the nose. Work-around: Look in the aftermarket or on eBay for replacements, although you may still require the dealer to program it.

Higher underhood temperatures, locking torque converters with more heat-producing friction and the lowered maintenance expectations of consumers make car manufacturers specify synthetic fluid for use in their automatic transmissions. And many vehicles use as much as 12 to 14 quarts. Upside: The expensive stuff is supposed to last for the life of the vehicle.

ABS controllers contain not only a lot of complicated electronics, but delicate high-pressure pumps to cycle the brakes off and on and eliminate locked wheels under braking. Rarely, a skillful driver can match the ABS's prowess, but who has that presence of mind in a panic stop? Aside from the controller, there are tone wheels and sensors that also need occasional replacement.

Oddly enough, sealed-beam headlights were mandated in the 1940s to ensure that the reflectors didn't corrode and reduce lighting efficiency. Modern composite headlamps are generally much brighter and far less likely to be broken by a stone and usually integrate the turn signals. But they're very expensive to replace and can collect condensation and eventually haze over, requiring periodic polishing.